System of electrical signaling for railways



(No Model.) 2 Sheets-Shet- 1.

G.SELDEN. SYSTEM OF ELECTRICAL SIGNALING FOR RAILWAYS. No. 536,547. Patented Mar. 26, 1895.

' 2 Sheets-Sheet (No Model.)

0'. 'SELDEN. SYSTEM OF ELECTRICAL SIGNALING FOR RAILWAYS.

Patented Mar. 26, 1895.

T onms PErzns co, mom-um UNITED STATES PATENT OFFICE.

CHARLES SELDEN, OF BALTIMORE, MARYLAND.

SYSTEM OF ELECTRICALSIGNALINIG 'FOR RA'IVLWAYS.

SPECIFICATION forming part of Letters Patent No. 536,547, dated March 26, 1895.

Application filed December 26, I894. Serial No. 532,914- (No model.)

T0 on whom it may concern.-

Be it known that I, CHARLES SELDEN, acitizen of the United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Systems of Electrical Signaling for Railways, of which the following is a specification.

In electrical signals heretofore in general use, especially those patented jointly by myself and Henry V. Riley, May 29, 1894, numbered 520,661 and 520,710, the signal or local circuit is. not actually completed'tocontinuously operate the signal, until after the train or car entering a section of single trackrailway to be protected, and where two circuit closing track instruments are. employed at either end of said section, has entirely cleared the first track circuit closing instrument.

Such an'arrangement meets the requirements onmany railroads, but is not desirable for others, and to meet various conditions is the object of the present invention.

With this object in view I have devised an arrangement wherein the signal or local circuit is closed and the signal operated immediately upon the passage of the first pair of wheels of the locomotive or a train over the proper track circuit closing instrument.

The invention consists in constructinganin terlocking device for closing a circuit through an alarm or signaling device in such a man'- ner that one electro magnet must be vitalized to complete the circuit necessary to operate the signal or alarm, also in further constructing another device which may or may not be interlocking for controlling the circuit of the first interlocking device, and said first device likewise controlling the circuit of the second. Referring to the drawings, Figure 1 is a diagrammatic View of the main and local circuit contacts and instrument for operating the same. Fig. 2 is a similar view showing grounded circuits with the outer circuit dispensed with, and showing an escapement controlled armatur'e- Fig. 3 is a view of one of the electro magnets'whose armature is controlled by an escapement device, and Fig. 4 is a detail of the escapement mechanism taken on line a:m, Fig. 3.

I will now proceed to describe my invention in detail, referring particularly to Fig. 1.

Upon a suitable base are placed four electro magnets, the pole-pieces of the two marked 2 and 4 and also 3 and 5 being arranged at right angles to each other. The armature 17 of magnet 2, and 14 of magnet 4, being likewise at right angles are adapted to look when magnet, 2 is energized and unlocked when magnet 4 is energized. The same position and arrangement are provided with magnet 3 and armature 1 6 and magnet 5 and armature 15. When magnet 3 is energized armature 16 is attracted and engaged at points 12-13 with armature 15, said points being disengaged when magnet 5 is energized.

S representsa signal contained in the local of signal circuit '5 and is worked by battery E although as clearly evident the main battery E could be 'used for this purpose by the employment of a loop from either wiret'or 70.

I will now describe the function of the different electro magnets during the passage of a train or car over a section of roadway protected by my system.

A train entering in the directionindicated by the arrow F first makes contact at track circuit closing device A. This establishes a circuit and the current is then through wire a, wire a magnet 5, wire f, wire a, batteryE and wire e. This has no effect upon the instrument other than to attract armature l5 and insure that 'all parts are at normal previous to the arrival of train or car at circuit closing device B. It is well to here remark that the distance between circuit closers A and Bis considerable, so as to cover the length of an unusually long train. Therefore device A is clear and electrical contact therein broken before the forward part of the car or locomotive reaches device B. Immediately upon the passage of the first wheel of the car or locomotive over device B circuit is then complete through wire b, magnet 2, wire h, armature 16, wire 6 battery E, wire e, back to device B. This causes armature 17 to be attracted by magnet 2 and projection 10 on the end thereof engages lug 11 of armature14 said armature being held in engagement therewith by retractile spring 20. This engagement of the armatures 14 and 17 completes the local or signal circuit from one pole of battery E, wire is, armature 14, armature 17, wire 't', signal S to the other pole of battery. Almost immediately after the passage of the forward part of train over device B, device 0 is reached and contact therein made, but no circuit is established as will be now explained. Assuming for the sake of clearness that all contacts were complete for this circuit the current would then flow through wire 0, magnet 3, wire g, armature 17, wires e -e to battery, but by reason of magnet 2 having been first energized from device B and armature 17 being held in locked engagement with armature 1a the contacts 6-7 are separated, thereby rendering circuit from device 0 incomplete and magnet 3 is not energized. These two devices B and C may be placed at any distance from a road crossing that it maybe desirable to give warning of the approach of a train. As the train proceeds circuit closer D is reached.

This device is usually placed in the immedi ate vicinity of the signal, if it be a road crossing bell, then at said road crossing. A circuit is established when the contact D is made. The currentis through wire d, magnet 4:, wire f, e to battery E and by wire e back to device D. As the train proceeds track device 0' is reached and immediately upon the passage of the first wheel of said train thereover, a circuit is established, the current then flowing through wire 0, magnet 3, wire 9, armature 17, contact 67, wire 6 wire 6 battery E and back to device 0'. This operation energizes magnet 3 and breaks circuit at 8-9 by reason of the attraction of armature 16 and the locking thereof with armature 15. Therefore, when the train reaches device B, the circuit by wire b,wire h,wire e to battery is broken at contacts 8-9 and magnet 2 cannot be energized. Hence the signal is not operated. Then the train finally passes out of the protected section and over the device A the circuit which is completed by wires :1, a 6 to battery E energizes magnet 5. This operation attracts armature 15, separating the contact at 1213 and releasing armature 16 and by action of retractile spring 22 contacts 8 and 9 are restored and all parts are then normal.

As will readily be understood a train or car passing over the protected section in the opposite direction indicated by arrow F the operation as above described is repeated.

In Fig. 2 I show a similar arrangement but dispense with the circuit closing devices A and A and circuit shown in Fig. 1. In this view, Fig. 2, I also dispense with the return wire or metallic circuit and use the earth as the return, although it is clearly understood the metallic circuit from battery E to each track device could be used. By dispensing with devices A, A I also dispense with magnet 5 (Fig. 1) and its armature and circuits. Should a train be passing over the protected section in direction indicated by arrow F it will readily be seen that the instant device B is reached circuit is completed through wire 1), wire h, armature 16, wire 6 to battery. This would energize magnet 2 and by armatures 14 and 17 becoming locked complete the 10- cal or signal circuit, but when device G was reached, the circuit 0, g, e and e would be broken at contacts 6-7. \Vhen device D was reached and magnet 4 energized armatures l4 and 17 would separate and restore contacts 6-7 for completing circuit when the next device is reached. Now if a train be moving in the opposite direction indicated by arrow F after having passed device D, as above described, device 0 would be reached and by the complete circuit which has now been restored at points 6-7, by action of retractile spring 23 and armature 17 magnet 3 would be energized and armature 16 attracted thereby separating points 8-9, so that when device B is reached the circuit would be broken at contacts 89, magnet 2 could not be energized and the local or signalcircuit would remain incomplete. As hereinbefore mentioned these devices (B and O) are placed so that a car or train passing thereover would keep the current through both circuits constantly agitated and consequently magnet 2 would not become sufficiently energized to attract armature l7 and lock the same into engagement with armature 14 and after the train shall have entirely cleared device 0 on account of its proximity to device B, this latter device will. have been cleared before the armature 16 has traveled back from magnet 3 to close contacts 89. tacts '8-9 in the event of a slow movingtrain between devices 0 and B and to allow the train sufficient time to clear device B before circuit b is completed to battery, I have devised a means of retarding the backward movement of said armature 16 and regulating the speed of movement'of said armature in its backward course, therefore not only allowing suflicient time for a slow moving train to clear device B but enabling said devices B and C to be placed some distance apart whenever separation should be desirable. Said means consists of an escapernent shown in detail in Figs. 3 and 4. Upon the base of the instrument is a standard 25. Secured to the upper end of this standard is a disk 26 toothed circumferentially at 27. Forming an escapement wheel rigidly secured to the shaft of disk 26 is'a circumferentially grooved pulley 28 pivoted at 29 below the pulley and to the standard is a pallet 30 forming anchors to engage the teeth of the escapemcnt wheel projecting downwardly from said pallet and To insure the separation of these coni integral therewith is a tongue or arm 31 i and embracing this arm and also the standard 25 is a rectangular frame 33 adapted to slide thereupon and regulate the stroke of the pallet and consequently the speed of the escapement. A set screw 32 is provided adj usting the play of arm 31. A cord or chain 34 is secured at one end to the armature 16 and passed several times around the pulley 28 and secured at its lower end is aweight 35. Thus it will readily be understood that when the armature 16 is raised from magnet 3 by action of spring 22 its movement will be retarded and regulated by the speed of the escapement.

I do not wish to confine myself to this particular form of escapemen t. Any preferred form such as a worm and fan wheel may be used.

The advantage of such a system as this described in connection with Fig. 2 will be apparent, the saving of wire circuits, electro magnets, 860., being a feature. Besides the instrument itself is less complicated.

I do not wish to be understood as confining myself to the exact form of instruments and arrangement of magnets thereon as herein shown. I reserve the right to vary therefrom provided the same falls within the spirit and scope of my invention.

Having described the invention, what I claim is 1. In a system of electrical signaling for railways, electro magnets Whose armatures are adapted to interlock and thereby control a signal circuit, another electro magnet controlling the circuit of one of the interlocking magnets, means for retarding the back stroke of the armature, and track operating circuits for the magnets, substantially as described.

2. In a system of electrical signaling for railways, an instrument controlling the same, said instrument consisting of electro magnets arranged upon a suitable base, the magnets upon one end of said base arranged with their pole pieces and armatures at right angles said armatures adapted to be locked or unlocked upon the energization of one or the other of the magnets and thereby actuate a signal circuit, an escapement device retarding the backward stroke of the armature of the magnet on the opposite end of said base, suitable track circuit closers for each magnet placed at intervals upon a section of roadway to be protected, whereby upon the passage of a train or car over the first circuit closer of the said protected section the first magnet is actuated and the armature thereof and the armature ot' the right-angularly placed magnet are mechanically engaged and the local circuit closed, and the circuit of the third magnet broken, upon the passage of the car over the second circuit closer the signal continues to operate until the third circuitcloser is reached by said train or car when one of the first magnets is actuated thereby releasing the armatures from mechanical contact and breaking the local circuit and discontinuing the signal, substantially as described.

3. In a system of electrical signaling for railways an electro magnetic instrument consisting of a base containing a pair of electro magnets at one end, and an electro'magnet at the other end said pair being arranged at right angles to each other and adapted upon the actuation thereof. to respectively lock and unlock the armatures and thereby control a signal circuit and the circuit of the electro magnet at the opposite end, an escapement device controlling the back movement of the armature of the last magnet, and suitable track contacts properly spaced whereby system consisting of a suitable base containing two electro magnets 2 and 4, the armatures thereof arranged at right angles to each other and adapted to become engaged and disengaged upon the energization of one or the other of the magnets, another electro magnet 3 arranged upon said base, the armature thereof forming a-portion of the circuit of magnet 2 and the armature of said magnet 2 forming a portion of the circuit of magnet 3, an escapement or other device adapted to control the back stroke of the armature of said magnet 3, whereby upon the passage of a train or car over a section of roadway to be protected and over suitable track contacts each controlling one of said electro magnets sufiicient interval of time is given said train or car to clear the space between it and the last track contact before the escapement controlled armature is allowed to make electrical contact, and thereby preventing the operation of the signal, substantially as described.

5. In a system of electrical signaling for railways, an. instrument controlling the same, said instrument consisting of a base containing at one end electro magnets 2 and 4: arranged at right angles to each other the armatures thereof adapted to be engaged and disengaged and thereby operate a signal, a magnet? at the opposite end of said base the armature thereof controllinga circuit, a suitable escapement device adapted to retard the backward movement of said armature, the

armatures of magnets 2 and 3 being when in normal position in electrical connection, track circuit closing devices B, O, D, O and B respectively arranged upon a section of roadway to be protected whereby upon the passage of a train or car over said section device B is reached magnet 2 is energized and the signal operated and the circuit of magnet 3 broken, when device O is reached the signal continues to operate until device D is reached when magnet 4 is energized thereby breaking the signal or local circuit discontinuing the signal and restoring the circuit of magnet 3, upon the contact of device 0 magnet 3 is actuated and its armature drawn down breaking the circuit of magnet 2 and actuating the escapement mechanism, whereby sufficient interval of time is given for the passage of the train or car from device 0' to B upon the passage thereof out of said protected section substantially as described.

In testimony whereof I affix my signature in the presence of two witnesses.

OHARLESESELDEN.

Witnesses:

GEO. W. HAULENBEEK,

G. D. J OHNSTON. 

